Man-powered vehicle



Oct. 31, 1939. L. M. TAYLOR MAN-POWERED VEHICLE Filed Sept. 26, 1936 6 Sheets-Sheet 1 INVENIY Ww BY A TTORNET Oct. 31, 1939. L, M. TAYLOR MAN-POWERED VEHICLE Filed Sept. 26, 1936 6 Sheets-Sheet 2 lll'W INVENTOR ATTORNEY Oct. 31, 193 1.. MITAYLOR MAN-POWERED VEHICLE Filed Sept; 26, 1936 6 Sheets-Sheet 3 ATTORNEY Oct. 31, 1939.- LMTAYLOR 2,177,793

MAN-POWERED VEHI OLE Filed Sept. 26, 1936 6 Sheets-Sheet 5 INVENTO ATTORNEY Oct. 31, 1939. L. MJTAYLOR MAN-POWERED VEHICLE Filed Sept. 26, 1936 6 Sheets-Sheet 6 INVEN OR ATTORNEY Patented Oct. 31, 1939 Ubii'i'hlld STATES PATENT OFFEQE 17 Claims.

The present invention relates generally to vehicles and more particularly to velocipedes or like vehicles adapted for accommodating one or more operators who contribute to the power of propelling the vehicle. One of the primary purposes of my invention is to combine in one machine some of the more desirable features of the automobile together with certain other features inherent in conventional velocipedes, at the same time eliminating many of the faults of both of said vehicles and incorporating certain other features new and novel in themselves.

The general aim of the present invention is to provide a hand-powered velocipede which is characterized by li htness, ease of control, and simplicity in construction, as well as the comfort, springiness, large wheels, long wheel-base, and closed-in effect of the automobile without requiring the intricate spring system and diiferential gear arrangement of the automobile and its other appurtenances which stand in the way of its being developed into an inexpensive vehicle presenting the least possible resistance to the air.

The primary object of the present invention is to provide in a machine of this character, improved means Whereby an operator, when seated in the vehicle, may readily propel himself in any desired direction; the motive power developed in the propelling mechanism being primarily dependent upon and derived from the physical energy available in the muscles of the human body.

A further object of the present invention is to provide in a machine of this character, means whereby the power strokes of the operator are equalized by the provision of a resilient driving connection between the driving and driven parts so as to obtain smoother and more regular driving impulses at the driving wheels.

A still further object of the present invention is to provide in a machine of this character, a combined steering and propelling mechanism, said mechanisms being mutually independent of one another so as to enable the operator to propel the machine in an exact and controlled direction.

A still further object of the present invention is to provide in a machine of this character, new and novel means for not only storing potential energy capable of being used for propelling the vehicle, but in addition, for obtaining a resilient connection between the driving and driven parts of the vehicle in order to eliminate as far as practical the influence of variations in velocity of the driving parts on the driven parts.

A still further important object of the present invention is to provide in a machine of this character, a brake mechanism for controlling the forward propulsion of the machine, said brake mechanism being so constructed and arranged that the potential energy still available in the drive system may be readily conserved when desired by the operator.

A still further object of the present invention is to provide a-man-powered vehicle that is propelled substantially in the manner of the wellknown racing shell in that it incorporates a longitudinally slidable seat for the operator, said seat being associated with the braking mechanism, aforesaid, in a manner such that, upon application of the brakes of the vehicle by the operator, the sliding movement of the seat is instantly stopped irrespective of the position of the operator during the power or return stroke to permit instant application of maximum braking pressure.

A still further object of the present invention is to provide a man-powered vehicle in which the release of the stored or potential energy is accomplished by the release of the braking mechanism thereby giving exact and instant control of the said stored energy at all times.

A still further important object of the present invention is to provide a man-powered vehicle incorporating an automatic speed-ratio-varying mechanism which permits the operator to set the speed ratio at its most desirable value to obtain maximum torque at the driving wheels, said mechanism being so constructed and arranged that its ratio decreases with each succeeding power stroke of the operator to thereby acquire the most desirable ratio for any given speed of the vehicle.

Among the more specific objects of the invention are to provide for easy assemblage, inspec tion and repair of the various parts of the machine, and especially the undercarriage, brake mechanism and resilient shaft connection between the driving and driven parts; to retain adjustability of the various working parts; to simplify the attachment of the working parts to the undercarriage; and to house as many unstreamlined parts as possible within the streamlined confines of the body of the vehicle.

Other features and advantages of my invention will be found in the specific construction, combination, interrelation, and coordination of the parts as will be evidenced from an inspection of the following specification and claims when read in the light of the accompanying drawings exemplifying a concrete embodiment of the invention, in which drawings:

Fig. l is a side elevation of the present preferred embodiment of my invention;

Fig. 2 is a top plan view of Fig. 1;

Fig. 3 is a front elevation;

Fig. 4 is an enlarged detail view, partly in section, of the combined steering and propelling mechanism;

Fig. 5 is an end view of Fig. 4 illustrating a manually operable, speed-ratio-varying mechanism;

Fig. 6 is a side elevation of the gear box and driving end of the torsion shaft arrangement;

Fig. 7 is a sectional view taken on the line l'-'l of Fig. 6;

Fig. 8 is a sectional view taken on the line 38 of Fig. '7;

Fig. 9 is a sectional view taken on the line 99 of Fig. 7;

Fig. 10 is a diagrammatic view illustrating the pulley arrangement and cables used in steering the vehicle;

Fig. 11 is a diagrammatic view of the arrange ment of the braking mechanism and sliding scat;

Fig. 12 is a diagrammatic View of the torsionally flexible members used in storing potential energy;

Fig. 13 is a sectional view of a modified form of speed-ratio-varying mechanism which operates automatically;

Fig. 14 is a sectional view taken on the line i4-l i of Fig. 13;

Fig. 15 is a detail view of the upper end of the mechanism shown in Fig. 13;

Fig. 16 is a detail view of the gear ratchet arrangement shown in Fig. 13, and

Fig. 17 illustrates a reversing feature for the riving wheels of the vehicle.

Referring more particularly to the drawings, wherein corresponding parts are referred to by like numerals throughout the several views, the vehicle in the present preferred embodiment of my invention herein illustrated, generally comprises a light-weight frame IQ of channel construction which is supported by front driving wheels El and a rear wheel t2, the latter being arranged for obtaining directional control of the vehicle in a manner to be more fully described in greater detail in the description which follows. It will be particularly noted that I provide a minimum of three wheels in order to obtain a stability that does not depend upon forward velocity and/or balance of the rider or operator.

As shown more particularly in Fig. 2, the driving wheels 1 I, which, as aforesaid, are positioned at the front end of the vehicle, are individually mounted on the rear end of swinging arms [3 and. I 4, respectively, each arm being provided with a front bearing portion l5 which pivots around laterally disposed spindles l6 extending outwardly relative to a front cross-brace member ll of the frame It. To absorb shock incident to travel of the vehicle over the ground, any suitable method of spring suspension of the undercarriage or frame It may be employed but in the present embodiment of the invention, for purposes of illustration only, I provide a transverse leaf spring It, the central portion of which is securely anchored to the frame ill while the extreme outer ends of the spring may be suitably mounted on the swinging arms l3 and it, respectively, in any well-known manner.

The operator of the vehicle, diagrammatically shown in two positions in Fig, 1, is supported on a sliding or rolling seat l9 shown in Fig. 11 which is constrained by guideways 20 to move backward under the action of the operator in making the initial power stroke and in moving forwardly into a position to make each succeeding power stroke. This seat is free to move longitudinally until such time, as will be described hereinafter more in detail, it becomes necessary by the exigencies of the case to apply the brakes, at which time the seat is automatically rendered immovable by a braking system, thereby permitting the operator to obtain full brake pressure on the brake assemblies.

The rear or steering wheel [2 is mounted for rotation on an axle pin 29 carried in links 2!, only one of which is shown in Fig, 10. The inner end of each link is pivotally secured to the lower end of a main fork 22 while the opposite or outer ends of the said links are connected to a secondary fork 23. As shown more particularly in Figs. 2 and 10, the rearward ends of the side members of the frame it) converge inwardly toward a common point which is coincident with the longitudinal center line of the vehicle. At the junction of the said side members I provide a bearing portion i l for rotatably receiving therein the upper spindle portion 25 of the fork 22. The bearing portion 25 is angularly positioned on the end of the frame it in such a manner that, under the influence of the steering forces, the fork 22 will turn so as to direct the vehicle in the desired direction.

The secondary fork 23 at its upper end is provided with a plunger 28 which slides in a bearing guide 21 formed as an extension of the main fork 22. A coiled spring 28, surrounding the plunger Ed, is interposed between the bottom end of the guide 27 and the upper end of the fork 23 and adapted for absorbing road shocks imposed upon the steering Wheel [2.

An enclosure or body 29 for protection of the operator against the elements is suitably mounted on the frame IE3. An electric battery 30 provides the necessary electric current for the headlights 3i and taillight 32. The body 29 has areas of vision 33 and a method of ingress or egress l shown in this instance in the form of a pivoted closure portion 3 hinged as at 3 5. A suitable latching mechanism is provided, a shown at 38, to secure the closure portion 35 to the body 29. Preferably, the body of the vehicle and closure portion are streamlined in shape so as to oifer, by their shape, the least possible resistance to the air. The central portion of the body is somewhat higher than the portion forward thereto to provide sufficient head clearance for the operator.

The front driving wheels H are also shown enclosed by streamlined portions El, while the steering wheel 82 is enclosed by a secondary streamlined portion 38 which is formed as a continuation of the rear streamlined surfaces of the body 29, it being particularly noted, however, that such portion 38 is secured to and adapted to turn with the steering wheel l2. Obviously, at higher speeds a small amount of steering force will be obtained from the surface of this rear streamlined portion.

As shown more particularly in Figs. 4 and 5, directional control of the vehicle is obtained through the provision of a steering handle 39 rotatably mounted at the upper end of an operating lever 40 which latter is suitably mounted for fore and aft pivotal motion in lateral bearing portions 42 and 43 mounted for turning movement in a bracketed cross-support 44 of the frame. The upper end of the operating lever 48 is provided with roller bearings and t6 adapted for rotatably receiving therein a cross-shaft 4'! carrying a drum 48. To insure positive turning motion of the drum, upon rotation of the steering handle, the said cross-shaft ill is squared in cross-section with the bore 49 of the drum and the bore 50 of the handle also squared and adapted to intimately engage with the said shaft. The cross-shaft 41 is secured in place by providing locking nuts 5i.

The steering forces imposed upon the rear wheel l2 are transmitted by a flexible cable 52. As shown more particularly in Fig. 5, the drum 43 carried by the operating lever 40 is provided with a series of grooves around which several turns of the cable 52 are taken, the central turn being suitably secured to the drum by a set screw 53 thus giving freedom of rotation through sufficient angularity to permit proper steering of the vehicle, but preventing any slippage of the cable relative to the drum.

As shown in Fig. 10, a second drum 54, similar in shape to the drum 48, is fixedly mounted upon the upper spindle portion 25, heretofore mentioned, to effect rotation of the steering wheel I2. A series of pulleys, generally indicated the numerals 55 and 56, are provided over which the cable is guided in effecting directional control of the steering wheel. The two ends of the cable 52 are threaded through the hollow operating lever 45] in the manner indicated in Fig. 5 and pass around the guide pulleys 55 mounted in the bearing portions 42 and 43 of the operating lever 45. These pulleys are disposed in said portions in a manner such that the ends of the cable leave the operating lever column on its center of pivotation represented by the line a::c. This is done to prevent slackness or binding in the steering mechanism upon movement of the operating lever ina fore and aft direction. Since, as hereinabove described, the steering handle and operating lever are mutually independent in action, the operator may move the operating lever 40 fore and aft, thus storing potential energy in the drive system to be hereinafter described. He may also rotate the steering handle 39 about its axis of rotation, thus operating, through the steering linkage, the steering fork 22 and wheel l2. Obviously, the two movements may be combined so that the operator may simultaneously propel the vehicle and effect directional control.

As shown more particularly in Fig. 11, the driving wheels I! and steering wheel I2 are provided with individual but interconnected brake assemblies, generally indicated by the numerals 5'5 and 58, respectively, said brakes not only serving the purpose of stopping the motion of the vehicle but, as will be explained in greater detail later, conserving the potential energy still remaining in the driving system. Two pedals 59 and iii] are provided, the pedal 59 being fixed in suitable angularly disposed position for accommodation of the operator's one foot, while the other pedal tilt is mounted so as to be rotatable about a rod 6! suitably secured transversely of the vehicle frame. Fixed to the pedal 60 is a lever 52 which transmits the braking force through link 63 to a primary lever 64 mounted on a cross-shaft 65, said shaft incorporating secondary levers 66 which connect with links 6'5, the latter connecting directly to the front brake assemblies 51. A rear brake link 68 conways 25.

nected at its forward end to the primary lever 64 and at its rear end to the rear brake assembly 58 through a flexible cable connection 69 transmits the braking force to the steering wheel l2. For purposes of convenience and added safety a hand brake rod 10 provided with a ratchet mechanism H is suitably connected to the crossshaft'65. Another lever 12 depending from the one end of the cross-shaft is connected through link 13 with a brake block 14 for stopping the E motion of the operators seat simultaneously with the application of braking pressure to the vehicle wheels. 1

As shown in Fig. 11, the seat l9, heretofore mentioned, is provided with sets of oppositely disposed rollers 15 and 16 which run in the guide- The one guideway is formed by providing an extension 11 in the bottom of the channel portion of the frame in to accommodate the brake block 14. This brake block is formed with an upper runway 18 along which the one set of rollers 15 is adapted to roll. The lower end of the brake block is formed with a wedging surface 19 which rests on anti-friction rollers interposed between said block and l the lower surface Bl of the extension 11. It will be noted that the lower surface 8| is so angularly disposed with respect to the upper surface iii of the frame that when the brake block is moved forwardly a wedging action takes place to lock the rollers 15 between the surface 18 of the block and the top surface 8 l of the frame. Thus, a means is provided for stopping movement of the operators seat simultaneously with the application of braking pressure to the brake assemblies, and since the braking pressure is dependent upon the force the operator can place on the brake pedals and the reaction on the back of the seat, the maximum force that the operator is capable of exerting is thus available, giving maximum safety and quick action.

The drive system employed for effecting forward propulsion of the vehicle is illustrated in Figs. 2, 5, 6 and 12. As shown in Fig. 5, the operating lever 40 has pivotally connected thereto one end of a pitman 82, the opposite end of the'pitman being connected to a crank arm 83, shown in Fig. 6, by the pin 84, This crank arm is formed integrally with a driving gear rotatably mounted in a gear box 86 that is positioned. centrally of and carried by the frame iii, as indicated in Fig. 2. The driving gear 85 meshes with a pinion 81, the latter being adapted to transmit driving impulses to a system of socalled torsion shafts wherein rotation of the driving wheel is obtained. Various types of flexible drive or propelling mechanisms embodying torsional deflecting shafts have been proposed, some of which embody yielding spring elements therein and others consisting primarily of a drive shaft of relatively small diameter secured in such in parallel relation with respect to one another. The outer ends of the shafts 99 and 90a are operatively connected to one another by means of pinion sets 9|, 9| and 92, 92, while the outer ends of the shaft members 991) and 990 are operatively connected to one another by means of pinion sets 93, 93 and 94, 94. Operative connection between the shaft members 99a and 99b, is obtained through the pinion set 95, 95. The central portion of the shaft member 990 carries a pinion 96 which meshes with the driven gear 91. This gear carries stub shafts 98 and 99 which, through the medium of universal joint couplings H19, I09 and lill, Nil, drive the wheels. From the foregoing detailed description of the drive system, it will be obvious that the sum of the torsional forces that are exerted on the torsionally deflected shaft members will be available at the stub shafts 98 and 99 for effecting their rotation to cause the drive wheels H to turn in the desired direction and propel the vehicle forwardly.

As shown in Fig. 6, movement of the pitman 82 rearwardly, or to the right as viewed in Fig. 6, turns the driving gear 85 in a clockwise direction. Since a force is being exerted on the torsional deflecting shaft members tending to twist them torsionally, it becomes necessary to pro-- vide the overrunning clutches 88 and 89 shown in enlarged cross-sectional detail in Figs. 8 and 9. Thus, upon any tendency of the torsional defiecting shaft members 99, 90a, 99b, and 99c to untwist upon completion of a power stroke, the clutch 88 automatically locks the driving end of the shaft system in a fixed position relative to the frame it of the vehicle, thus enabling the stored energy to continue to do useful work in driving the vehicle so long as the brakes are not set and at all times under the complete control of the operator.

At the same time, it is necessary to provide a second one-way clutch 89 which enables operator to obtain a new purchase on the torsional deflecting system at each succeeding power stroke. The clutch 89 (shown in Fig. 8) is designated the operating clutch while the flrst mentioned clutch 88 (Fig. 9) is designated the locking clutch. To best explain the operation of the two clutches, let it be assumed that the vehicle is at rest, the operating lever 39 is in the forward position, and the operator desires to start the vehicle. As he pulls rearwardly on the operating lever, the operating clutch, through the wedging action of the rollers Bil acting in pockets 9i formed in clutch member 92 and the race 9! formed in the pinion 87, automatically engages and the driving torque forces exerted through the torsionally deflected members are utilized in turning the driving wheels. At the end of the power stroke, because of the torsion in the torsionally deflected membars, the said members would tend to unwind and all of the energy stored would be lost. Thereupon, the locking clutch comes into operation, locking the driving end of the torsionally deflected members to the frame of the vehicle through the wedging action of the rollers 93 acting in pockets 94 formed in the clutch member 95 and the collar 95 forming an integral part of the gear box 86, thus allowing the stored energy to continue to drive the vehicle While the operator moves the operating lever forwardly to make the next power stroke. As the operator moves the lever 49 toward the front, the oper-- ating clutch releases and the operating lever is free to rotate about its bearing supports until the said operating lever is in the forward position again. At this time, the operation of the clutches is simultaneously reversed, the operating clutch looking or rearranging and the locking clutch disengaging, thus enabling another power stroke to be made and additional energy stored in the driving system.

Thus, it will be seen from the above description of my invention that the flexible drive ele ments embodied therein provide an efficient, durable, and compact driving mechanism which is applicable to a variety of uses but particularly to the driving of those classes of vehicles where the driving stresses are especially severe and it is essential to provide flexible members intermediate the driving and driven parts. At the same time the brake mechanism hereinabovedescribed serves a new and useful purpose in that it not only stops the forward motion of the vehicle but also prevents the unwinding of the torsionally deflecting driving members at the driven end, thus conserving the potential energy available in the system. This principle is particularly desirable in congested traffic districts where traffic lights are used; that is to say, the operator, in bringing the vehicle to a stop, will necessarily apply the brakes and, while waiting for the proper signal, can actuate the operating lever, thus storing additional energy in the drive system. Immediately the go-ahead signal is reccived, he releases the brakes and the vehicle will move forwardly under the force of the potential energy then stored in the system. At the same time it will be apparent that the vehicle is still under the control of the operator in that the stored energy can be smoothly and exactly released by varying the pressure on the brake pedals while, if it becomes necessary to stop again, the means are directly available at the touch of his foot. At the same time, additional power can be stored in the drive system by making as many intervening power strokes as are desired. When once underway, greater travel in the mechanism can he obtained through the medium of a variable transmission device to be described later, and the speed can be increased in proportion to the ratio of movement of the operating lever. This means that a high torque and low ratio are available at starting, while underway the mechanism will have a high ratio and low torque for any given operating force thereby providing exactly for the instant requirements of the vehicle.

In order to obtain a variable ratio between the operating lever and the driving wheels, I provide a collar Hi2, shown in Fig. 5, which is fixed on the operating lever '16. This collar is provided with a bearing portion in which is rotatable a rod Hi3 provided at its upper end with a hand knob Hit. The lower end of this rod is freely rotatable in an extension 685 carried at the lower end of the operating lever. A second collar lFiE interposed between. the collar 12 and the extension :95 is slidably mounted on operating lever. This collar is provided with a forward threaded portion iii! through which is threaded the rod Hi3 heretofore mentioned. The pitman 82 for operating the drive system is pivotally connected to the collar Hi6 as indicated at i518. I

Obviously, rotation of the rod 93 will effect a movement of the collar Hi5 up or down, depending upon the direction of rotation of the rod 393 and, in so doing, the dimension Y will be increased or decreased and a consequent change in the angular disposition of the pitman relative to the operating lever will be obtained, giving, in effect, a variable ratio transmission between the operating lever and the driving wheels at the will of the operator.

While the drawings show a continuously variable mechanism, it is to be understood that the same or similar results can. be obtained by a transmission having gear combinations of various ratios as are used on automobiles of today.

Fig. 13 illustrates a modification of a variable ratio mechanism illustrated in connection with Fig. 5.

Under ordinary circumstances the operator will have many things to occupy his attention when driving in present day traffic so that the addition of an automatic speed ratio varying mechanism will be a worthwhile advantage.

The provision of such a mechanism permits the operator to set the speed ratio at its best value for the greatest torque at the wheels and with each succeeding power stroke the ratio decreases, thus giving the most desirable ratio for any given speed of the vehicle.

One method of accomplishing this is shown in Fig. 13 wherein I provide a beveled gear I519 which is fixed to the one bearing support of the operating lever. This gear meshes with a second beveled gear IIIl' rotatably mounted upon the operating lever of the vehicle. A collar Ill welded or. otherwise suitably secured to the operating lever locates the gear III) with relation to said lever.

The gear III) is provided at its upper end with clutch teeth. I I2 so arranged thereon that drive will lie only in one direction. A spring-loaded clutch member H3 is provided at its lower end with clutch teeth I I4 which mate with the clutch teeth I12 of the gear III). This clutch member is operatively connected to the shank end of a screw threaded sleeve member II5 by means of complemental spline portions, generally indicated by the numeral IIB, thus allowing the clutch member II3 to move longitudinally with respect to the sleeve member HE. A spring II'I interposed between a lower shouldered portion of the sleeve member H5 and the inner flanged end of the clutch member II3 maintains the latter in clutching engagement with the beveled gear IIO.

Fitted on the sleeve member I I5 is a split nut, the two complemental half portions of which are indicated by the numerals H8 and H811. These half portions are controlled by operation of a rotatable camming plate H9 which is provided with oppositely disposed camming slots I20. Pins I2I projecting from the upper end ofeach half portion of the nut are engaged by the slots I29. The plate H9 has a lever extension I22 provided with a hand-grip to permit rotation of the plate when desired and thereby move the complemental portions IIB and H811 into or out of engagement with the threads and the sleeve member H5.

The two portions of the split nut are contained within a suitable holding member I23, the latter incorporating an upper plate I24 and a lower plate I 25. The upper plate is provided with a projecting portion I25.

Coiled springs I2'I interposed between the holding member and operating lever supports exert a downward pull on the split nut. The pitman of the drive mechanism is pivotally connected A collar I2B fitted on the operating lever 4|] prevents endwise movement of the sleeve I I5.

To permit disengaging of the clutch mechanism, I provide a disengaging lever I29, the bearing portion of which, indicated by the numeral I30, is elongated and extends through a suitable journal portion I3I formed in the operating lever. The lower portion of the lever I29 is formed with a dog I32 which operates in an annular groove I33 formed in the clutch member II3 heretofore mentioned. A camming surface I34 formed on the'upper end of the collar I28 serves to lift the disengaging lever I29 when the latter is rotated manually about its axis of rotation.

The operation of the automatic ratio varying mechanism is as follows: Upon pushing the operating lever 40 forwardly, the gear III], being connected to the sleeve member I I5 through the spring-loaded clutch member I I3, effects a turning movement of the said sleeve member and a consequent upward movement is imparted to the holding member I23 caused by the travel of the two half portions of the split nut along the sleeve member. Upon the return power stroke, the clutch member II3 ratchets, thus accomplishing no further change in the ratio of the mechanism during the return power stroke. At the top of the travel of the nut the projection I26 strikes the lever I29 and lifts it and, in so doing, the clutch member H3 is automatically disengaged from the gear IIIl. When this is accomplished, no further change in ratio is obtained. It will be further noted that at any time desired the ratio of the mechanism may be fixed at any lower or intermediate value by rotating the'disengaging lever I29 manually, rotation thereof effecting a disengaging of the clutch member II3 from the gear III] through the camming action of the lever I29 on the camming surface I34.

Whenever the operator desires to effect a change in the ratio, this same may be accomplished by a rotation of the cam plate H9, operation of which moves the half portions II8, H80 of the nut from engagement with the threads of the sleeve member H5. Under the action of the coiled springs I21, the entire unit is pulled to its lowermost position. Thereafter, the cam plate may be rotated into its normal position, thus allowing the half portions of the nut to reengage with the threads of the sleeve member.

In operation, the mechanism being at the lower position will automatically start to function and with each succeeding stroke the holding member I23, together with the split nut, will be moved upwardly to effect a change in ratio until the limit of the action is reached when there will be no further movement of the holding member and the speed of the vehicle will be at its maximum. When the vehicle is brought to a stop by the operator, he may, if he so desires, rotate the cam plate II9. In so doing, the holding member I23, through the action of its return springs, drops to the starting position and the greatest torque is available when it is most needed in order to start the vehicle.

While the discussion thus far has concerned a vehicle capable of accommodating a single operator, it is readily conceivable to provide a vehicle capable of carrying any reasonable number of operators. They are referred to as operators since the amount of power available in the human system is definitely limited; thereto the holding member I23 as shown in Fig. 14;. fore, theadditional persons should be operators as distinguished from passengers. With the addition of other operators, the combined weight of the vehicle and passenger load becomes so high that the vehicle can. not be readily lifted. Therefore, the addition of a reversing feature shown in Fig. 17 becomes advantageous. In order to apply a reversing feature, the brake assemblies are removed from the drive wheels and placed on the drive shafts ahead of the transmission and the wheels. As shown in Fig. 17, the reversing transmission is indicated by the two trains of gears E36 and i3? and in which the reversing feature is taken care of by the idler gears E38, while the choice of direction is controlled by the lever I39 which, through links MB, operates the levers Ml, these levers, in turn, operating the clutch throw-out members Hi2 which are keyed to the drive shafts M3 for driving the wheels.

It is thought that the construction, operation and advantages of this invention will be clearly understood without a more detailed description thereof. It is desired, however. to point out that the present embodiment of the invention has been disclosed merely by way of example and in practice attains the objects enumerated as desirable in the statement of the invention and the foregoing description. It will be apparent to those skilled in art that numerous changes in the details of construction and in the combination and arrangement of the several parts may be resorted to, without departing from the spirit or scope of the invention as hereinafter claimed or sacrificing any of its advantages.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is:

1. The combination in a vehicle having driving wheels a steering wheel and a framework supported thereon of a driving system for propelling said vehicle comprising a driving member a driven member for rotating said driving wheels, a plurality of interconnected torsionally flexible shaft members interposed between said driving and driven members, an operating lever pivotally mounted on said framework for oscillation in a vertical plane, said lever being operatively connected to said driving member in a manner such that upon oscillation of said lever said shaft members are tors. nally deflected to store energy in said system available moving said driving wheels, and a braking system for controll ng rotation of said members in one direction and for preventing rotation thereof in the opposite direction to thereby store energy therein and control the speed of said driven member 2. The combination in a vehicle having driving wheels, a steering wheel and a framework supported thereon, of a drive system for propelling said vehicle comprising a driving member, a driven member for rotating said driving wheels, a plurality of interconnected torsionally flexible shaft members interposed between said driving and driven members, and an operating lever pivotally mounted on said framework for fore and aft movement and adapted for moving said drivmember, said lever being positively connected to shaft members upon movement of said lever in one direction to torsionally deflect said shaft members and store potential energy in said system. but being automatically disconnected from said shaft members upon movement in the opposite direction, and a braking system controlling the speed of said vehicle and for simultaneously conserving the stored energy in said driving system.

3. The combination in a vehicle having driving wheels, a steering wheel, and a framework supported thereon, of a drive system for propelling said vehicle comprising a driving member, a driven member for rotating said driving wheels, a plurality of interconnected torsionally flexible shaft members interposed between said driving and driven members, and an operating lever pivotally mounted on said framework for fore and aft movement and adapted for moving said driving member, said lever and driving member being operatively connected to said shaft members in such a manner that upon rearward movement of said lever said shaft members will be torsionally deflected to store potential energy in said system, said driving member being automatically released from engagement with said shaft members upon movement of said lever in a forward direction.

The combination in a vehicle having driving wheels, a steering wheel and a framework supported thereon, of a driving mechanism for propolling s vehicle comprising a reciprocal driving element, a plurality of interconnected shaft members adapted for being torsionally flexed to store potential energy therein which is available for effe rotation of said driving wheels, clutch means at the driving end operatively connecting said driving element with said mechanism in such. a manner to torsionally deflect said shaft members upon movement of said driving element in one direction, and to prevent unwinding of said shaft members upon movement of said reciprocal element in the opopsite direction, and means at the driven end of said drive mechanism for conserving t .e energy stored therein.

5. The combination in a vehicle having driving wheels, a steering wheel and a framework supported thereon, of a driving mechanism for propelling said vehicle comprising a reciprocal driving element, a plurality of interconnected shaft members adapted for being torsionally flexed to store potential energy therein which is available for effecting rotation of said driving wheels, clutch means at the driving end operatively connecting said driving element with said mechanism in such a manner as to torsionally deflect said shaft members upon movement of said driving element in one direction, and to prevent unwinding of said shaft members upon movement of said reciprocal element in the opposite direction, and brake means at the driven end of said mechanism for controlling the speed of said driving wheels and for simultaneously conserving the energy stored in said drive mechanism.

6. The combination in a vehicle having driving wheels, a steering wheel and a framework supported thereon, of a driving system for propelling said vehicle comprising, a driving member, a driven member, and a plurality of interconnected shaft members operatively connected to said driving and driven members and adapted for being torsionally flexed to store energy therein available in driving said wheels, clutch means interposed between said framework and said shaft members to prevent unflexing of the latter at the driving end, and brake means operatively connected to said driven member for controlling the speed of said driving wheels and for simultaneously conserving the energy stored in said driving system.

7. The combination in a vehicle having driving wheels, a steering wheel and a framework supported thereon, of a driving mechanism for propelling said vehicle comprising a driving memmember, a pair of clutching members, one of said clutching members being interposed between said driving member and driving end of said shaft members and the other between the framework and the driving end of said shaft members whereby upon movement of said lever in one direction a driving impulse is imparted to said driving member to effect a torsional flexing of said shaft members and upon movement of said lever in the opposite direction unfiexing of said shaft members at the driving end is prevented.

8. The combination in a vehiclehaving driving wheels, a steering wheel, and a framework supported thereon, of a seat movable longitudinally of said framework, a drive mechanism for propelling said vehicle comprising, a driving and a driven member and a plurality of interconnected torsionally flexible shaft members interposed bee tween said members for the storage of energy available in obtaining rotation of said driving wheels through said driven member, and brake means for controlling the speed of said vehicle and for simultaneously conserving the energy stored in said driving mechanism, said brake means being operatively connected to said seat in a manner such as to arrest the movement thereof upon application of braking pressure.

9. The combination in a vehicle having driving wheels, a steering wheel, and a framework supported thereon, of a drive mechanism for propelling said vehicle comprising, a driving member, a driven member, and a plurality of interconnectedshaft members torsionally resilient to'such an extent as to yield in response to thedriving impulses imparted thereto by said driving member and store potential energy available in driving said vehicle, an operating lever pivotally mounted for oscillatory movement fore and aft in said vehicle, said lever being adapted to impart rocking motion to said driving member, and means interposed between said operating lever and said driving member and operative in response to the movement of said lever for automatically obtaining variations in the rocking action of said driving member for a given stroke of said operating lever.

10. The combnation in a vehicle having driving wheels, a steering wheel, and a framework supported thereon, of a drive mechanism .for propelling said vehicle comprising a driving member, a driven member, and a plurality of interconnected shaft members torsionally resilient to such an extent as to yield in response to the driving impulses imparted thereto by said driving member and store potential energy available in driving said vehicle, an operating lever pivotally mounted for oscillatory movement fore and aft in said vehicle, said lever being adapted to impart rocking motion to said driving member, and means interposed between said operating lever and said driving member and operative in response to the movement of said lever for autoa driven member, and a plurality of interconnected shaft members torsionally resilient to such an extent as to yield in response to the driving impulses imparted thereto by said driving member and store potential energy available in driving said vehicle, an operating lever pivotally mounted for oscillatory movement fore and aft in said vehicle and adapted for imparting rocking motion to said driving member, and a speed ration varying mechanism carried by said operating lever and operative in response to the movement of said lever for automatically varying the ratio of angular motion of said driving member for a given stroke of said operating lever over a given range.

12. The combination in a vehicle having driving wheels, a steering wheel, and a framework supported thereon, of a drive mechanism for propelling said vehicle comprising a driving member,

a driven member, and a plurality of interconnected shaft members torsionally resilient to such lar motion of said driving member for each succeeding power stroke of said operating lever over a given range.

an extent as to yield in response to the driving 13. The combination in a vehicle as set forth in claim 12, said last-mentioned mechanism incorporating locking means for maintaining the ratio of the parts at any desired value within the given range.

14. The combination in a vehicle as set forth in claim 12, said last-mentioned mechanism incorporating manually operable locking means for maintaining the ratio of said parts at any desired value within the given range.

15. The combination in a vehicle as set forth in claim 12, said last-mentioned mechanism incorporating a manually operated spring-controlled mechanism operating to automatically reduce the ratio of angular rocking motion of said driving member for a given stroke of said operating lever when desired.

16. In a vehicle of the character described, a vibrating driving member, a driven member, propelling means operatively connecting said driving and driven members including a plurality of interconnected torsionally flexible rotating shaft members, means for convertingthe vibratory motion of said driving member into a unidirectional movement of said shaft 'members and brake means for retarding rotation of said shaft members in one direction and for preventing rotation thereof in the opposite direction to thereby store energy therein and control the speed of said driven member.

17. In a device of the class described a seat for the operator, a driven wheel, mechanism for driving said wheel including a rotating part capa-' ble of storing kenetic energy and manually oper able means for intermittently applying a load to said part, means to prevent restoring of energy from said part to said manually operable means and brake means operatively connected to said seat and said wheel to simultaneously retard movement of said wheel and said seat.

' LESTER M. TAYLOR. 

